Process of and apparatus for operating internal-combustion engines



Feb. 14, 1928. I 1,658,934

w. w. MUlR PROCESS OF AND APPAPJKTUS FOR OPERATING INTERNAL COMBUSTION ENGINES Original Filed Aug. 16; @922 Patented Feb. 14, 1928.

UNITED STATES 1,658,934 PATENT OFFICE.

WELLINGTON w. MUIR, or LOCKPORT, NEW YORK.

rnoenssor AND APPARATUS non OPERATING m'rEniv L-ooMBU'sTroN ENGINES.

Original application filed August 16,1922, Serial No. 582,219. Divided andthis p lication filed March 18,

. 1926. Serial No. 95,766.

This invention relates to a process of and an apparatusv for operating internal coiubus" tiou engines, and has for its object to provide a means which will be moreetiicicnt than those which have been heretofore proposed.

lVith theseand other objects in view, the invention consistsin the novel steps andconibiuat ions of steps constituting the process, and in the novel parts and combinations of parts constituting the apparatus, all as will be more fully hereinafter disclosed and particularly pointed out in the claims. a I

This application is a division of my co pending application Serial No. 582,219, filed. August 16, 1922 and entitledProcess 0t and apparatus for operating internal combustion engines.

Referring to the accompanying drawing forming a part of this specification, in which like numerals designate like parts;

1 indicates an internal combustion engine jacket, 2 a pipe or passage leading from said jacket, 3 a Venturi tube, or what is commonlv known as a Gifford injector, connected to siiid tube 2, 4.0 a tank into which said injector delivers, 41 a filling opening or cap so disposed as to limit thelevel of the liquid as at 42 in the tank 10; The top of the tank 10 is provided with a pocket or any suitable closed recess 39 extending above the top of said tank, and within said pocketis disposed the upper open end of a tube or passage'8 extending down through. the tank 40 and connecting with the chamber 9 located below said tank but above the water tubes 10 of any suitable'form of radiator core, with which said chamber communicates. heat radiating fins or other means for conducting away the heat of the tubes 10; 12 indicates a liquid tank or chain ber'into which the lower ends of the tubes 10 open, and 13 indicates a vent'tube or passage leading from the tank 12; adapted to carry away any air that may the condensed fluid in the tank vided at its upper end with any suital'rl'c valve construction such as indicated at 18 adapted to permit the escape of air from the system to the atmosphere and to prevent air from entering the system.

Leading from the tank 12 isthe pipe or passage 14 provided with a check valve 16, and further provided with a vertical extension 47 of said pipe' 14 leading from said check valve 46 to the venturi 3. Leading pump 1 1 which 11 indicates water in said be brought fovcr by i 12 and pro from the lower portion of the tank 10 is the pipe or passage 13 leading in turn to the into the jacket. 1 of the engine.-

1n operation the pump at circulates liquid around and around the circuit through the jacket 1-, passage 2, the Venturi" tube 3,and the passages 43 and 45. Thus isthe pressure in the jacket maintained at a pointhigher than that ot the atmosphere, or than that in the :tank 40. Steam isgiven oif from the liq- 111d level 12 upon lncreased engine temperathe drawing by which the liquid in the lower portion of the tank 10 and in the passage 43 is subjected to a cooling action. "In the meantime, any air'that has been entrapped in the fluid escapes from the tank 12 by passing up through the vent tube 13 and past the valve 48 into the atmosphere. The said valve 48 prevents air from entering the system when the pressure therein 18 less than that of the atmosphere, which is often the case when the steam is freely condensed. The tunnel shaped mouth, 50, at the upper extremity of the passage lb where the same joins the tank 10, causes the fluid which is forced under pressure through theventuri 3 to escape or pass upwardly into the tank 10 as will be readily understood.

This escape for the water obviously makes possible an even flow of the fluid through the jacket and the maintaining of the pressure in the jacket at a substantially constant delivers the cooled liquid received therein through the passage -15 back point notwithstanding the variations in temperature of the combustion chambers. In this case, it will be observed that there is a considerable superatmospheric pressure always existing inthe motor jacket and genorally a pressure less than that of the at mosphere existing in the tank 12 at the bottom of theradiator.

It will now be clear'that one isenabled to maintain a constant pressure in the acket above that of the atmosphere, and therefore a substantially constant temperature v In this invention,

' that of the atmosphere due to the restriction in the combustion chambers, which is higher than that due to an atmospheric pressure in the jacket, and from this fact follows two very important advantages in the operation of the motor. That is, as is well known, it is very desirable indeedto maintain around the combustion chambers a substantially uniform temperature because the fuel mixture can be so adjusted as to ignite with greater eificiency ata given temperature, and when this said temperature is once established the motor will continually run with its greatest satisfaction, so long as said temperature is maintained. But it is further well known that it is very diflicult indeed to maintain such uniform temperature because the temperature of the combustion chambers are constantly changing, due to the varying loads put on the engine and to the varying operating conditions such-as changes in the atmospheric temperature, changes in the altitude at which the motor is operated and therefore changes in the oxygen supply, etc. on the other hand, the combustion chambers is above that which could be maintained with an atmospheric ressure in the jacket, and therefore considerable variations in the temperature ofthe combustion chambers can be had without varying appreciably over long periods the temperature oi the jacket fluid, for the surplus heat given off by the combustion cahmbers under heavy loads will be absorbed in the form of latent heat and carried OH in the form of steam. On the other hand, when the temperature of the combustion chambers begins to lower due to lighter loads, the surplus heat that has already been absorbed by the jacket walls, the steam present etc, will be given back to a greater orless extent and thus it is found to be rather difficult to suddenly change the jacket temperature or the satisfactory performance of the motor, notwithstanding the sudden changes of load and working conditions.

Thus it will be seen that the pump 44 delivers the cooling fluid to the jacket 1 at a rate which is suflicient to build up a pressure-of the fluid in the jacket greater than temperature of the raised considerably 3 in the cooling circuit. As the engine temperatures increase vapors will be condensed in the radiator, and the condensate collecting in the tank 12 will be returned to the cooling circuit by the action of the pressure built up in the jacket due to said pump and said restriction. That is to state, the pressure in the jacket Will force the fluid through the pipe 2 and through the restriction 3 therein in such manner as to create a low pressure in the tube 47 suflicient to draw the condensate from the tank 12 therethrough and into the system.

It is obvious that those skilled in the @It for returning may vary the details of construction as well as the arrangement of parts without departing from the spirit of the invention, and it is further recognized that like changes could be made in the operation of the system, without departing from the spirit of the invention as disclosed. Therefore I do not wish to be limited to the above disclosure except as may be required by the claims.

What is claimed is:

1. In a cooling system for internal combustion engines the combination of a jacket; a tank for holding an excess supply of cooling fluid for said jacket; means to continuously circulate said fluid through said tank and jacket; means for cooling a portion of the fluid from said tank; means for cooling the other portion of said fluid; a

second tank for receiving the cooled fluid from said last named means; and means including a Venturi tube controlled by said circulating means for returning the cooled fluid to the circuit.

2. In a cooling system for internal combustion engines the combination of a jacket; a tank closed to the atmosphere for holding an excess supply of cooling fluid for said jacket: means to continuously circulate said fluid through said tank and jacket; means for cooling a portion of the fluid from said tank; means for cooling the other portion of said fluid; a second tank for receiving the cooled fluid from said last named means: means associated with said second tank to permit the egress of the air entrained in said circuit; and means including a Venturi tube controlled by said circulating means the cooled fluid to the circuit. 3. In a cooling system for internal coinbustion engines the combination of a jacket; a tank closed to the atmosphere for holding an excess supply of cooling fluid for said jacket; means to continously circulate said fluid through said tank and jacket; means for cooling a portion of the fluid from said tank; means for cooling the other portion of said fluid; a second tank for receiving the cooled fluid from said last named means:

means associated with said second tank to of the air entrained in said circuit while preventing the ingress of air thereto: and venturi means controlled by said circulating means for returning the cooled fluid to the circuit.

4. In a. cooling system for internal combustion engines the combination of a jacket: a tankv for holding an excess supply of cooling fluid for said jacket said tank adapted to limit the amount of fluid in said system; means to continuously circulate said fluid through said tank and jacket; means for cooling a portion of the fluid from said tank; means comprising a downflow radiator for cooling the other portion of the fluid from said tank; a second'tank for re permit the egress ceiving thecooled fluid from ing fluid for said jacket; means said last named means; and means comprising a Venturi tube controlled by said circulating means for returning the cooled fluid to the circuit. 5. In a cooling system for internal com bustion engines the combination of a jacket; a tank for holding an excess supply of coolto continufluid'througli said tank and jacket; means for cooling a portion 0 the fluid from said tank; means for cooling the other portion of said fluid; a second tank vented to the atmosphere'for receiving the cooled fluid from said last named means; and means for returning the cooled fluid to the circuit at a point above said vent.

6. In a coolin system for internal com-- bustion engines the combination of a jacket; a tank for holding an excess supply of cooling fluid for said 'acket; means to continuously circulate said fluid at a relatively high pressure through said tank and jacket; means for cooling a portion of the fluid from said tank; means for cooling the other portion of the fluid from said tank; a second tank disposed below said first named tank and vented to the atmosphere for receiving the cooled fluid from said last named means; and valved and restricted means controlled by said circulating means for returning the cooled fluid under relatively low pressure to the circuit at a point above said vent.

7 In a cooling system for an internal combustion engine provided with a jacket for a cooling fluid and a tank, the combination of means to circulate said-fluid through said jacket and said tank; means to maintain a pressure in said jacket higher than in said tank; and means for condensing the yapors liberated in said tank and returning the condensate in a crossflow direction to said circuit by the action of the'pressure created by said last named means.

8. In a cooling system for an internal combustion engine the combination of a jacket; a tank for holding an excess supply of coolin fluid for said jacket; a pump and circuit or continuously circulating said fluid through said jacket and tank; a Venturi tube in said circuit to restrict the flow oi fluid and maintain the pressure in said jacket above that in said tank; a radiator provided with an upper chamber; a tank for condensed fluid associated with said radiator; means to pass vapors from said first upper chamber and ously circulate said named tank into said radiator for condensation and collection in said second named tank; and means comprising a tube connected to said Venturi tube to pass the condensate from said second named tank back into said circuit.

9. The process of maintaining a temperature in the jacket fluid of an internal eombustion engine cooling circuit higher than 'arating the vapor that corresponding to atmospheric pressure which'consists in so of said fluid out of said jacket as to cause it to rise to a superatmospheric pressure; causing the condensed portion of said fluid after being cooled to be returned tosai-d circuit by the action of the pressure created by the restricted flow;

jacket at a rate sufiicient to maintain said last named pressure.

10. The process of maintaining in the cooling circuit of an internal combustion engine, while the same is running, a temperature in the jacket fluid higher than that corresponding to its pheric pressure which consists in condensing the vapors evolved while creating and maintaining a superatmospheric pressure in said jacket; and causing the condensate to be returned to said circuit by the action of said pressure.

11. The process of maintaining in the cooling circuit of an internal combustion engine, while the same is running, a temperature in the jacket fluid higher than that corresponding to its boiling point at atmospheric pressure which. consists in creating and maintaining a superatmospheric pressure in said jacket while circulating said fluid and creating vapors therefrom; and causing said pressure to return to said circuit the vapors in condensed form, whereby said fluid will be preserved.

'12. In a cooling system for internal combustion engines a continuous circuit for the liquid including a jacket and means for septrom the liquid, a condenser associated withthe circuit to receive the vapor and means connected therewith to return the condensate to the circuit by the pressure created in said jacket, and a vent to the atmosphere in direct communication with said condensate.

I 13. In a cooling system for internal combustion engines a continuous circuit for the liquid including a jacket and means for sep arating the vapor from the liquid as well as means to develop a pressure in said jacket, a condenser associated with the circuit to receive the vapor, and a connection between said condenser and said last named means for the return of the condensate to said circuit, whereby said return is controlled by said pressure.

14. In a cooling system for internal combustion engines provided with a jacket, a continuous circuit for the liquid including means adapted to create a pressure in said jacket, and means associated with said circuit for receiving and condensing vapors therefrom, and :turning the condensate to said circuit by the action of the pressure created in said jacket.

15. In a cooling system for internal comand continuously for c-' ing the fluid oflsaidcircuit back into sa d boiling point at atmos- I restricting the passage continuous circuit for the liquid including 10 means adapted to create a pressure in said jacket, and means associated with said circuit for receiving and condensing vapors therefrom said first named means further adapted to In testimony whereof I afl'ix my signature.

WELLINGTON IV. MUIR.

return the condensate to said 15 a circuit under the action of said pressure. 

